Universal fluid drive and control unit



hun EL W3 M. u. DAKEMAN UNIVERSAL FLUID DRIVE AND coNTRoL UNIT '7Sheets-Sheet 2 Filed Jan. 5, 1949 M 3L M50 M. J. DIKEMAN UNIVERSAL FLUIDDRIVE AND CONTROL mm Filed Jan. 5, 1949 l 7 Sheets-Sheet 5 m \D .l b; l\M j INVENTOR.

M. .L DIKEMAN 2,49 umvERsAL FLUID DRIVE AND comer. um'

' Film Jan. 5, 1949 '2' sheets-smet 4 INVENTOR.

1M. J. @MEMAN I `1;;` 1; wir,

ummm. FLUID mmm mm ccm'rgaox.i UNIT F1166. Jan. 5 19 v'TShQa'ca-Shee; 5

` INVUVTOIL UNIVMSM. FLQID DRIVE AND CONTROL UNIT T Shams-Smm '7 Film1J. 5 1%@ Patented li o i@ -i l This invention is a continuation in partor my former patent application Serial Number 20,5313,-

nled April i2. 1948. The object of my invention is to produce auniversal drive and control unit.

especially adaptable to automobiles, and sar uses, that willautomatically operate for full control oi the vehicle, including thewheel braise. Another object is to produce a universal power drive andcontrol unit that will fully replace the automobileclutch andtransmission units, and with full universal control in the automobileoperation.

A further object is to provide a universal fluid drive and control unitthat will provide for the respective gear sections to remain at rest,except when automatically connected for operations by the duid valvecontrol.

A still further object is to produce a universal drive and control unitfully operative and controlled by the ordinary automobile foot pedals,or similar units, for any variable speed control in either direction,and subject to direct engine governor control.

Another object is to produce a universal uid drive and control unit thatis simple in construction, easily and emciently operated and that can bemanufactured at a very low cost.

These several objects are attained in the preferred form by theconstruction and arrangement of parts as are more fully hereinafterfsetforth.

Similar parts on all drawings are marked by similar numerals or letters.

The Figs. l and l-A are side elevations, of both single and double iluiddrive and control units, respectively showing the exterior casingdesigns.' and the interior fluid circulation compartment arrangementsfor the fluid control, adapted to either drive or brake units. Y

Fig. 2 is an end view-of both the Figs. 1 and 1A, showing the respectivepositions of the fluid compartment ports, for both the single and thedual assemblies.

Fig. 3 is a cross-sectional view taken on the lines 3 3 of the Fig. land Fig. 1A, showing the sealed gear chamber design, and the variousfluid control ports and control valves therein.

Fig. 3B is a cross-sectional view on theiline 3B3B of the Figs. 1A and10, showing the special bearings and vaived ports within the reversefluid control unit Ai.

i aser. FLUID nu .am

Courson. 'r

Myx-on J. Dilxeman, Grosse Pointe Woods, Mich.

Application January 5, i949, Serial No. 69,35@

c one. (ci. i4- ntl views similar to the Figs. 3 and i respectively,

illustrating thier 'casing w designed to restrict Fig. 'l is a furthermodified cross-sectional vievlr similar to the Fig. 5, an oi the linel--li of' the Fig. 6, illustrating the saine restricted channel fluidreturn passage, as represented by mere pipe lines connecting with theduid central outlet port as provided therein.

Fig. t is the same iongitul sectional view as the Fig. d, illustratingthe single power drive unit as applied to standard reverse mecha, forreversing the direction ci rotation ci the driven shaft, mechanica. i

Fig. 9 is a similar sectional view as of the line t--li of the Fig. 2 oia sr dual drive and control unit, as connected to a sr standard reversemechanism unit, for reversing the direction of rotation of the drivenshaft. automatically.

Fig. 10 is likewise a similar longitudinalsec-` tional view as of the eline d-A of the Fig. 2 of the dual drive and control unit, as shown inFig. 1A showing my new dual universal fluid drive 'and control unitassembly, and the generell arrangement and relative position of thevarious operating parts.

Fig. l1 is an assembly diagram illustrating a special hook-up of myuniversal drive and control unit and operating mechanism as for use onan ordinary automobile.

Fig. 12 shows a substitute single reverse gearing for F18. 10.

Fig. i3 is a cross-sectional view on the line |3--I3 of the Fig. 10,showing the reverse gear assembly-as mounted on the bushing bearingcollar.

I will now describe more fully the detailed construction of my device,referring to the drawings and the .marks thereon. 1

In general, the universal fluid power drive and control unit comprises adual arrangement of the gear internal fluid flow control units asmounted on a common drive shaft, oppositely positioned thereon, onecontrol unit drive gear being xedly attached to said drive shaft,rotatable therewith, and with the opposite reverse. control unit drivegear rotatably mounted over i said shaft section or bearing, butrotatable in the opposite direction [by suitable connected interveningreverse mechanism, said dual control power units being operative onlyone at a time, by displacement of afcommon valve control frameadjustably mounted therebetween, and operated installed 3 by connectedcontrols, or automatic governor units functioned by the power unit. Theassembly is inclosed within a liquid tight casing and filled withsuitable operating fluid. The universal unit completely replacing thestandard automobile clutch and transmission now in common use.

It is pointed out that the prior fluid control devices comprise,generally, a special fluid control unit, (high pressure pump), immersedwithin a uid illled drive casing, designed for mounting betweenadjoining rotatable shaft ends, and are of the external fluid flow type,the fluid being drawn from and discharged back into the outer casingchamber, said fluid being always subjected to high speed, andcentrifugal force resulting therefrom, thus forcing the fluid, (inpartially illled casings), away from the control unit central fluidintake port, leaving a vacant central section, also the high speed ofthe unit prevents any liquid from entering the intake port even when thecasing is lled, thus rendering the various units inoperative undercertain conditions; further, the control unit high pressure pump causesa full speed huid flow through the casing chamber, churning" the fluid,during all engine idling.

My new fluid drive and control unit is of the internal channel uid flow,the fluid never returning to the outer casing during operations, butalways remains and recirculates within the channeled unit passages, whenonce lled, and is wholly unaffected by the high speed, or thecentrifugal within the fluid resulting therefrom,

and provides continuous operations of the unit under all conditions,Also the valved inlet and outlet fluid ports, prevents any fluid fromentering the control unit pump, during engine idling, therefore, nopumping, or churning of 'the fluid ever occurs, as all fluid issubstantially shut ofi from the unit intake ports when said port valvesare closed.

invention can best loe understood by first describing the single fluiddrive and control unit bolts 4, or any other suitable means. Shaftbearing openings 5 and 6 are formed through opposite casing ends,positioned concentric with the casing axis of rotation. Within thebearing 5 is rotatably mounted a drive shaft 1 having its inner endprojected within the casing chamber C. Within the opposite casing end`bearing 6 is fixedly mounted a driven shaft section 8, projected outsidethe casing walls, concentric with the casing axis and the drive shaft Imounted therein. Both the shaft sections I and 8 being properlysupported by suitable external bearings not shown herein. Within thecasing I, flxedly attached to the head 3 and integral therewith, is agear high pressure fluid drive and control unit A, herein illustrated inthe preferred form as of a triple spur gear assembly, although othertypes of gear assemblies are applicable, as the number of idler gears,more or less, are not material to its operation. The

4 unit gears 9 and I0 are of the flat gear design, preferably of equaldiameters, and are rotatably mounted within true, surface fitting,pressure tight, adjoining cylindrical gear chamber sections II and I2.The gear chamber sections being positioned diametrically across thecasing head and projected therefrom parallel with the casing axis, andsymmetrical therewith. The drive gear 9 is flxedly mounted on the innerend of the drive shaft l, rotatable therewith within the central gearchamber I I. The outer idler gears I0 are rotatably mounted on oppositesides thereof within their respective chambers I2, positioned to meshwith the common drive gear 9 and rotate therewith, forming a balancedassembly. The walls of the chambers II and I2 are designed to llt andengage the respective gear teeth ends and sides substantially liquidpressure tight, yet allow the inclosed gears to rotate freely therein. Ahead plate i3 is mounted over the gear chamber end and ilxedly attachedto the end wall flange it by suitable cap screws I5, said head platebeing designed surface fitting with the respective gear ends, formingpressure tight fluid gear compartments throughout, also provided withconcentric dual fluid outlet discharge and return chambers E and Fprojected from the outer head plate surface positioned concentric withthe casing axis. On opposite sides of the assembled gear control unit A,opposite the respective external gear tooth rotation intersections B,are formed fluid intake openings I6 leading from the outer chamber Cdirectly into the rotating gear teeth openings, which may be formedangular or straight as in Figs. 3 or 2. On the alternate opposite sidesof said control unit A, opposite the respective internal gear teethrotation intersections D are formed fluid outlet openings I'I, bothleading directly into the common outlet chamber E which is provided witha central outlet port i@ positioned concentric with the casing axis,opening into the fluid return chamber F. Special lluid return channels4I are formed through the head plate i3 leading from the return chamber'F back to each of the respective intake channel ports I6, providingcomplete internal fluid recirculation within the control unit A, butwhich is replenished with operating fluid from the casing chamber C asrequired. The internal recirculation insures full liquid passage floweven at high velocities and the centrifugal force resulting therefrom.In some cases the port i6 may be plugged, or valvefd, as required forflow regulation, as indicated by pivoted control Valve 44 (preferablyspring operated). The cas.- ing chamber C is filled with suitable fluidwhich flows through the respective intake ports I6 directly into thegear teeth recesses, rotating therewith around the outer gearcircumferences and is then expelled through the fluid outlet ports IIand into the head chamber E, by the converging gear teeth as they meshtogether at the respective internal rotation intersections. The fluidwithin the chamber E, when the valve port I8 is open, is forced into thefluid outlet return chamber F and back through the fluid return channels4I directly into the respective intake channel port I6 for recirculationthrough the control unit A, during operations. The out' let port I8 iscircular, and is positioned concentric with the drive shaft 1, adjacentthe inner end thereof. Slidably mounted on the inner end of one of thesaid shaft sections, herein illustrated as being on the drive shaft-1,is a fluid control valve frame H, comprising a cylindrical valve Moddenplug it also positioned concentric with the shaft axle and outlet portIl. and is slidably mounted within the shaft end cylindrical recess St.The valve plug it is operated by connected slide bars tti dsedlyattached thereto, positioned within suitable'shait slide grooves a and bextended along opposite shaft sides and projected outside the easingend'bearing The outer ends of the slide bars tu are-dnedly attached to agrooved circular clutchcollar il mounted over the shaft body, slldablethereon in either direction, by any suitable clutch engaging means,herein illustrated as a pivoted clutch operating iorh lli, inthe Fig. oci' thedrawings. The assembled valve trame H may be controlled byconnected ioot pedals, or levers (illustrated in Fig. l2), i'ordisplacing the valve plug lil .to any desired positions for regulatingthe volume iiuid ilove, or for closing the port ill altogether, asdesired. The frame ii and the valve plug ld may also be mounted on theopposite driven shaft section ii it desired, and may be operated tromeither casing end. The valve port ld may "ce provided with an adjustableport collari coni-lootedV to an engine governor it by a. similar slideoperating irame "irl", (as illustrated in Figs. a, l0, and ll) operativefor opening the valve port when the engine becomes overloaded, forreleasing temporarily, the fluid dow through the port, and decreasingthe unit load on the drive shaft l. When a single control unit casing isiixedly mounted as when applied as an automobile 4wheel brake unit, theouter duid outlet chamber F may be omitted, ii desired. and the casingchamber C may be reduced to any design or size as in Fig. 6, so long asthe duid passage channel il between the inlet and outlet ports bemaintained, subject to valve control, and may be reduced to mere passagechannels, or pipe lines therebetween, as illustrated in the Figs. 5, 6and 7 of the drawings. I

My universal *fluid power drive and control unit, as illustrated inthe'Figs. 1A, 3B, 10, anclvl oi the drawings, comprises a dualarrangement of the uid drive and control units A and Alpraviouslydescribed, but slightly modified for ase sembly, each arranged atopposite ends of an extended cylindrical casing la mounted on the driveshaft l concentric therewith. The said drive unit il and reverse unit Allikewise comprise similar drive gears t and da respectively, and theidler gears it rotatably mounted on opposite sides thereof, all inclosedin lilre surface tting, pressure tight gear chambers it and l2 as in theformer case, and with suitable end bearing openings Si and in oppositecasing ends. The cross-section oi the control gears as on the lineila-lill. ol' the Fig. lli, is exactly the same as the previous Fig. 3,except that the central gear bearings are enlarged for receiving theextended bushing bearing 2t therethrough,V as is shown in the Fig. 3B.The drive shaft 'l and theidrlven shaft d are rotatably mounted withinbearings it andliil respectively.' ilxedly attached to any suitablesupport frame. Within the bearing it is xedly mounted an extended collarbushing it having its outer bushing end c iixedly clamped therein andretained by special keys it to prevent any rotation thereof. 4'lihebushlng4 it is projected within the casing center and designed with acircular plate collar d concentric with thelshaft axis, forming-a rigidsupport frame within a rotatably mounted casing unit la (as shown inFig. 13). The-drive shaft l is rotatably mounted throughthe exitl tendedcollar bushing 2l and projected therein for nearly the full casinglength. The driven shaft I is' iixedly mounted in the opposite casingend bearing B as in the former case., The drive gear 9 of the unit A isflxedly attached to the drive .shalt l and rotates therewith. The drivegear 3a of the reverse unit .al is formed with an extended thimblecollar bearing Ie having a power gear iii lxedly mounted on.V the innerend thereof, rotatable on the collar bushing it. The assembled reverseunit Aibeing rotatably mounted over the drive gear thimble' e and thecollar bushing it, free to rotate thereon. Roltatably mounted on thebushing collar d on op posite sides thereof, are dual idler gears liland td xedly mounted on opposite ends ci an'idler stud' shaft it (asshown in Figs. le and i3). The stud shafts it are rotatably mountedwithin suitable bearings formed within the bushing coi larl d, androtate therein. an internal drive gear iid is rotatably mounted on thedrive shaft 'l near the casing central position, designed and positionedto engage and mesh operatively with the dual reverse idler gears dii,for rotating the connected unit drive gear lla of the reverse unit Al,when engaged, and is retained in position on the shaft i by a xed shaftcollar iii keyed thereto. Single gears of Fig. 12 may be substituted forgears 2l and 2li. A ring ratchet gear tt is rotatably mounted over theshaft 'l within the internal gear recess g and slidably splined theretoby suitable key means, for rotating the internal gear :i3 and connectedmechanism, when` engaged by the driving ratchet 39. The ring ratchetgear 3E being held in position also by the fluid shaft collar it, butadjustable within the recess against the spiral pressure collar springVunit di when driving pressure is applied thereto.

.an adjustable power control casing 3d formed with suitable tubularvalve plug hubs ltaand lab at opposite ends thereof, is rotatablymounted over the drive shaft l and the drive gear' thlmble bearing erespectively, and is splined to the shaft l by operating slide bars 2lislidably mounted within suitable opposite shaft grooves u and banclmovable therein by the attached operating frame H as in the formercase. The casing valve plug hubs ldd and l9b are preferably tubular(either internal or external type), designed and positioned to enter thecasing chamber ports da and dta, and the control unit fluid outlet portslli and ita respectively, for regulating or closing the `respectiveports and the duid iiow therethrough as previously described. The saidvalve plug hubs being provided with suitable vent chan- I nels h torelieve the chamber liquid back pressure.

when said hub valves are fully closed within. their respective outletports. When the traine it is adjusted toits central position, for engineidling, both the intake channel ports it, or it and di together, arefully closed by the attached valves td as illustrated in the Fig. 3, bythe 'connected. operating rods d5, also the fluid outlet ports it, ida,are open, and with the casing `chamber ports 46 and 46a standpractically closed,

thus preventing further fluid dow into either fluid control unit A orAl, but allowing the duid within the units to flow therefrom through thepartially closed ports 46 and 46a, leaving the re` spective unit gearsto rotate idly within their casing chambers, if still in motion, thuspreventing any pumping, or "churning of the casing iiuid, during idling.The casing hub valves ita and i9b, being tubular completely close the'chamber' ports 46 or 45a, and port Ill of chamber ready for operation.

amaca 7 F. uponany casing 38 displacement in either direction, and againsimultaneously re-opens the respective inlet channel ports I8 and 4I,for refilling the respective fluid control units A or AI, The valves 44are only illustrative of any type of suitable valve mechanism forclosingor regulating the fluid flow through the channel ports i6 and 4I,when and as desired. When both ports are closed the gear casings remainempty .of fluid. The'valves" 44 are not necessary Ifor the reverse fluidcontrol unit as it does not rotate' operatively except when the reversegear 33 is connected. When the control casing 38 is moved toward thepower drive unit A, the assembled universal unit casing Ia is lockeddirectly with the drive shaft 1 and rotates the connected driven shaft 8therewith for the forward driving movement,` but when the control casing38 is moved in the opposite direction by the attached operating frame H,it automatically closes the attached ratchet drive gear 39 with theadjustable ring ratchet gear 36, rotating therewith the connectedinternal drive gear 33 splined thereto, and the connected reverse gears28 21 and 26, (or gear 21 directly as shown in Fig. 12) thus reversingthe connected drive gear 3a, and when said casing valve plug hub I 8b isclosed within the unit outlet port I8a, locking the inclosed unit gears8a and I8, the assembled universal casing Ia wili rotate in a reversedirection to the rotation of the drive shaft 1, and will automaticallyreverse the direction of rotation of the driven shaft 8, and reverse thedirection of the automobile travel. The governor control R (illustratedin Figs.r8, 10 and l1) functions in the same manner as previouslydescribed, thus displacing the special control frame H" through theclutch mechanism operatively connected to the groove collar 2Ia andslide bars 20a, as in the former case, and displacing the attachedadjustable port collar f for opening and closing the same as previouslydescribed` The internal drive gear 33 may be keyed to the drive shaft 1if desired, and rotate continuously therewith, and the ratchet gears maythen be omitted (as in the Fig. 9). To insure a more effective fluidYintake, a curved scoop 42 may be attached to the respective intakeopenings I6, as illustrated in the Figs. 1 and 2 of the drawings, orwhen the control units A' are subject to limited requirements, the outerport I8 may be closed or regulated by valve 44 as previously described,if desired, the respective control units A being operated by the fluidrecirculation chambers when completely filled. Figs. and 6 are modifiedcross-sections of the ,same Figs. 3 and 4, but illustrated with thickercasing walls I, the remaining mechanical structure'being exactly thesame as before, illustrating the reduction of size of the former chamberC as reduced to the size of the fluid return chamber F, thus duplicatingsame. The thick 8 chamber Fwith the same fluid intake channel port I8,exactly the same as both previous cases, otherwiseusing the samemechanical structure as shown and described. The Figs. 5, 6, and 1,merely illustrate different designs for the same fluid return channels4I.

My universal fluid drive and control unit may also be assembled in thedual combination, with the reverse gearing unit K' mounted on theoutside of the casing as illustrated in the Fig. 9 of the drawings, andthe respective unit gears oplerated in the same manner as described inthe previous unit.

When the casing chamber C is filled with suitable iluidand the driveshaft 1 rotated, the fluid is drawn within the respective control unitsA, as valve 44 is opened through the casing inlet channel ports I6,filling the chamber recesses B and D and again discharged through thecasing outlet ports I1 into the common chamber E. When the valve port I8is open, or partially o'pen, the fluid is forced therethrough into thereturn chamber `F thence through the connected return channels 4I backinto the intake port passage I6, for recirculation or when in centralidling position flows out port 46 back into chamber C. Any fluiddeficiency, by leakage etc., being replaced by the port intake I 6 whenvalve 44 is open direct fromA the chamber C. When the operating valve|90. or ISb, is closed, or partially closed, the control unit A (orAlf), is locked by the fluid back pressure, or restrained in rotation,as the case may be, and the assembled control unit forced to rotateVwith the shaft 1, or in reverse ratio to the actual yfluid flow. Wheninstalled on an automobile as a `power driving unit, the operating frameH is preferably connected to the gas accelerator pedal X, illustrated inthe Fig. 11, and the control casing hub valve plug Isa, is closed, oradjusted, within the respective operating ports I8 for driving theassembled unit in the forward rotation, or whenadjusted by a connectedadjaf cent foot pedal Z, the controlcasing hub valve casing walls Ibeing designed with special fluid return channels 4I formed therein,outside the unit A walls, instead of through the edge of the wall plateI3 as shown in the former Fig. 4. The channel 4I still leads from thesame chamber F to the fluid intake channel port I8 as in the formercase. The operation is exactly the same as in the previous Figs. 3 and4.

The Fig. 7 is a slightly further modification in detail design only,indicated as taken on the line 1-1 of the Fig. 6, illustrating thesamefluid return channel 4I as being inclosed in special pipe lines 41and 48, likewise connecting the same plug ISb is moved in the reversedirection to engage and close the port I8a, in like manner, and therebyreverse the rotationdirection for reversing the automobile movement.

When coasting down hill, before the gas accelerator pedal is released, adash push button S, as illustrated in Figs. 8 and 11, may be depressed,thus locking the operating valve plug I9 in its closed position by aconnected groove collar pin' 43, or similar units, thus utilizing theengine cylinder back pressure as an auxiliary brake unit, but which isautomatically released as the gas accelerator pedal X is againdepressed.

'I'he engine governor R, as in Fig. l1, if applied, indicates an engineoverload, and may be connected to the auxiliary clutch operating frameH" and attached valve port ring f, to variably enlarge the outlet portI8, for releasing temporarily, the unit fluid back-pressure andcorresponding load ratio, until engine recovery. Its operation isautomatic.

When the single fluid drive and control unit is applied as a shaft speedcontrol, the valve I9 may be omitted, if desired, and the respectiveport opening designed for a predetermined fluid flow position. Therotatable shaft section 1 is eik- -v tended through the hollow fixedshaft section 8 tatable drive shaft rotations when connected thereto, anadjustable control casing with hub valve plugs, designed and positionedto engage the respective control unit casing fluid outlet ports,slidably mounted over said reverse gearing and supporting drive shaft,movable in both directions, for engaging, controlling and operating therespective suld control units, ratchet clutch means mounted on the driveshaft for connecting the drive shaft to the adjacent reverse mechanismwhen said4 control casing is displaced toward the reverse control unit,and closingi the respective valve hubs within the respective controlunit discharge port, and valve frame operating mechanism mounted on saiddrive shaft connected to said control casing.

4. A universal fluid drive and control unit for transmitting power andcontrolling the direction and speed of a connected driven unit,comprising a closed, cylindrical, fluid filled power casing formed withone end shaft bearing, and having a drive shaft and a driven shaftmounted within opposite ends thereof concentric with the casing axis,the driven shaft being flxedly mounted to one casing end, and the driveshaft rotatably l mounted in the opposite casing end and projectedthrough the casing chamber, an extended collared bushing bearing mountedover the said drive shaft and through the casing shaft bearing,positioned with the bushing collar near the power casing center, a geardrive fluid control unit and a gear reverse fluid control unit flxedlymounted in opposite power casing ends, concentric with the drive shaftand operatively mounted thereon, each of said fluid control unitscomprising a gear assembly positioned about a central drive gear, allrotatably mounted within a surface fitting gear casing designed withfluid intake ports through the casing edge wall, and with concentric,dual fluid discharge chambers formed on its side wall concentric withthe drive shaft axis, provided with fluid outlet ports openingtherethrough, saidv casings also being .provided with recirculatingfluid channels between the outer dual discharge chamber and therespective fluid intake port channels, said drive control unit driveygear being operatively attached to the shaft, and rotatable thereby, andthe reverse control unit drive gear being rotatably mounted over saidextended bushing bearing and formed with an extended dual spur drivegear on the inner end thereof, idler gears rotatably mounted on saidbushing bearing, positioned to mesh with the reverse fluid control unitdual the respective meshed said port valves for closing samesimultaneously as the outlet port valve plug is opened.

5. A geared fluid control unit mechanism for mounting on a drive shaftwithin a fluid filled power casing, for transmitting and controllingdriving power from one rotatable shaft to another, and used incombination therewith, comprising a rotatably mounted spur gear assemblysymmetrically positioned about a central common drive gear mountableoperatively on a drive shaft, a surface iltting gear casing mounted oversaid gear assembly, forming gear fluid intake and fluid dischargesections gear teeth intersections, said gear casing being formed with afluid intake channel port through its wall edge at the respective gearfluid intake intersections, and with adjoining concentric dual dischargeand return fluid chambers formed with an intervening wall, mounted onthe casing inner side wall positioned concentric with the said centraldrive gear axis, said dual discharge and return chambers being designedwith a circular valved fluid outlet port through the intervening chamberWall also positioned concentric with the central drive gear axis,discharge ports formed in the casing inner sidewall connecting the saidinner dual discharge chamber with the respective gear fluid dischargeintersections, fluid recirculating channels formed between the outerdual return chamber and the respective fluid intake channel ports,

valved means mounted over said fluid intake and recirculating ports, forclosing and regulatingv same, and valve means for operating said valved.

chamber outlet port for opening and closing same.

6. A fluid drive and control unit adapted for transmitting driving powerfrom one rotatable shaft to another, and used in combination therewith,comprising a closed cylindrical fluid illled power casing having a driveshaft and a driven shaft mounted in opposite ends thereof concentricwith the casing axis, the driven shaft being fixedly mounted to thecasing end, and the drive shaft rotatably' mounted therethrough andprojected within the casing chamber, a gear assembly having a centraldrive gear, rotatably mounted indrive gear, an internal power gearrotatably mounted on said rotatable drive shaft, designed and positionedto engage and operate the said idler gears and rotate the connectedreverse fluid control unit in direction opposite to the said rotatabledrive shaft when operatively connected thereto, means for connectingsaid internal power gear to the rotatably mounted drive shaft, anadjustable valve control frame with yhub valve plugs, each designed toengage the respective control unit dual chamber outlet port, slidablymounted over said reverse gearing and supporting shaft, movable in bothdirections for engaging, controlling the fluid flow of the respectiveuid control units outlet ports when engaged therewith, suitable valveframe operating mechanism mounted on said drive shaft for operating -therespective control unit discharge valves, port valve mechanism forclosing and regulating the connected fluid recirculation and intakechannel ports. and operating mechanism connected to side the powercasing end, positioned with the central drive gear operatively connectedto the drive shaft, a surface fitting gear casing mounted over said gearassembly, forming gear fluid intake and fluidA discharge sections onopposite sides of the respective meshed gear teeth intersections, andrigidly attached to the power casing head integral therewith, said gearcasing being designed with adjacent concentric dual fluid dischargechambers projected from the casing side wall, and formed with anintervening wall therebetween, both chambers being positionedconcentricwith the drive shaft axis, said gear casing being alsodesigned with a fluid intake channel port formed through the casing edgewall positioned opposite the gear fluid intake intersections, fluidoutlet ports formed through the inner casing side wall positionedopposite the gear fluid discharge intersections and opening into theinner dual fluid discharge chamber, a fluid discharge port formedthrough the dual chamber intervening wall positioned concentric with thedrive shaft axis, an adjustable port collar mounted within the saidfluid discharge port,

on opposite sides of the gear casing intake and recirculation channelports, adjustable valve means mounted on the drive shaft, designed andpositioned centrally to engage the dual iluid ,outlet chamber dischargeport, means for operating said discharge port valve for closing andregulating the discharge port opening, means for simultaneouslyoperating the respective fluid intake and recirculation port valves forregulating the flow therethrough, and means for automatically adjustingrthe position of the adjustable discharge port collar.

7. A iluid drive and speed control unit for transmitting power, andspeed control, of a con- 1 nected driven shaft, and used therewith,comprising a closed cylindrical, fluid filled power casing having adrive shaft and a driven shaft mounted on opposite ends thereof, thedriven shaft being iixedly mounted to one casing end, and the driveshaft rotatably therethrough, both shafts being positioned concentricwith the casing axis, a gear assembly having a central drive gear,rotatably mounted within the power casing on the drive shaft endpositioned with the central drive gear operatively mounted on said driveshaft, and operative thereby, a surface tted gear casing mounted oversaid gear assembly, forming gear fluid intake and fluid dischargesections on opposite sides of the respective meshed gear teethintersections, and flxedly attached to the power casing end wall, saidgear casing being formed with a fluid intake port through its edge wallopposite the gear fluid intake intersections, and with fluid outletports formed through its side wall opposite its gear fluid dischargeintersections, said gear casing also being designed with adjacentconcentric dual fluid discharge chambers projected outside the gearchamber central side wall and formed with an intervening walltherebetween, said inner dual discharge chamber being positioned toinclose the said casing fluid outlet ports therein, a predetermined sizedischarge port formed through the dual chamber intervening wall, and afluid recirculation channel formed outside the gear assembly connectingthe outer fluid discharge chamber with the fluid intake port channels.

'8. A fluid brake unit adapted for braking or stopping a vehicle wheel,and used in combination therewith, comprising a closed, cylindricalfluid filled casing designed with shaft bearing 14 openings at oppositeends thereof concentric with the casing axis, a hollow shaft fixedlymounted to one of said bearing openings, a drive shaft l memberrotatably mounted through the opposite casing end bearing opening, saiddrive shaft being projected through the hollow shaft, a gear assemblyhaving a central drive gear, rotatably mounted within the power casingend, positioned with the central drive gear operatively mounted over thedrive shaft and flxedly attached thereto,

a surface fitting gear casing mounted over the gear assembly, forming agear fluid intake and fluid discharge sections on opposite Vsides of therespective meshed gear teeth intersections, and xedly attached to thecasing head, said gear casing being designed with adjacent concentricdual fluid discharge chambers projected outside said gear casing sidewall, and formed with an intervening wall therebetween, both dualchambers being concentric with the drive shaft axis, said gear casingalso being designed with fluid intake channel ports positioned oppositethe gear iiuld intake intersections, iiuid outlet ports formed throughthe casing inner side wall opposite the gear iiuid dischargeintersections, and opening into the inner dual discharge chamber, afluid discharge port formed through said dlual chamber intervening wallconcentric with the drive shaft axis, iiuid recirculating channelsformed adjacent the gear assembly connecting the outside dual dischargechamber with the respective fluid intake port channels, a valve meansmounted over the drive shaft end designed and positioned to engage saiddual chamber discharge port, and means for operating said discharge portvalve.

, MYRON J. DIKEMAN.

REFERENCES CITED The following references arel of record in the file ofthis patent:

UNITED STATES PATENTS Number Name Date 1,529,061 Gordon Mar. l0, 19251,882,222 Lewis Oct. 1l, 1932 2,165,934 Mealey July 1l, 1939 2,193,806Devore Mar. 19, 1940 2,311,150 Buraczynski Feb. 16, 1943 2,424,384Comstock July 22, 1947

